Air-brake apparatus.



H. F, BICKEL.

A1A BRAKE APPARATUS.

APPLICATION FILED APR. 23, 1914.

Patented Jan. 5, 1915.

4 SHEETS*SHEBT 1.

"Ill/1111.1!

-Wee-959626:

H. P."BIGKEL.

n Y AIR BRAKE APPARATUS.

APPLICATION FILED APR. 23. 1914. l .12%,20L f Y Patented `m1.5,1915.

4 SHEETS-SHEET 2,

y H. P. BIGKBL.k

AIR BRAKE APPARATUS.

APPLICATION FILED APB.. 23. 1914.

1,124,201., n A y J- Patented Ja,11.`5,1915.

4 SHEETS-SHEET 8.

new?

H. P. BICKEL.

AIR BRAKE APPARATUS.

APPLIOATION FILED APR. 2s. 11314.

1,124,291 Patented Jan. 5, 1915.

4 SHEETS-SHEET 4( NM- l lpressure made by the engineer.

' UNITED srATES. PJLTEV HENRY E. BICEEL, oF PLAINEIELD, NEW JERSEY; AssIGNoR 'ro' NEW 4Yom; am BRAKE' l oFEroE;

COMPANY, A CORPORATION OF NEW JER'SEY.

i AIBJRA'KE APPARATUS.

` T0 all lwho/)1, it may concern Bc it known that I, HENRY F.. BICKEL, a,

citizen of the United States, residing-in Plainfield, in the county of Unionand State of New Jersey, have'inventedanl Improvement -in Air-Brake' Apparatus, of which the` g following description, in connection with theaccompanying, drawings, is a specification, like numerals onthe drawings' repre-` senting like parts.

.This invention relates to'an air brake apparatus and is embodied in the'car equipment of an automatic air brake Aapparatus of the kind now generally in use.

The'objecty of the invention isto limprove j the'actionof the brakes especially in pas;

senger train equipments and to increase the prom-ptness of the action under the control of the engineer in the various conditlons of operation.

The apparatus` herein shown Iand de?,

scribed contains provision for prompt rechargeof` the auxiliary reservoi'rsso that a subsequent-and effective application of the; brakes mayibe made very promptly "after thebrakes have/'been released. .er v

It also contains provision for lquick serial action in service applications by'locallyre'- ducing train pipe pressure on the can equipment in response to reduction 1n tram pipe lt also embodies a noyel constructlon and organization of. the appli-ances wh1ch` operate in(v emergency applications 1nL whlch organization the local vent for reducing train pipe pressure vis 'operated independently of der -pressurevcan be produced at any timel tion. i

even when `the brakes are already K.applied with any brake cylinder pressure up to the maximum obtainable in a service applica- Portions of the apparatus invoiced in the emergency operation are not herein claimed as they formvthe subject of fnother ap li.-

cation. Serial Number 869.338, filed Octo r i Some ofthe 4advantagespf the'several im*-A provements will be pointed out in conn'exz.` tion with the descriptlon of the construel` Specification of Lettersilatent.

tion and operation-,of the apparatus ein-v in the accompanying drawings.

i Paitentedtan. 5,1915. Application mea Apri1a3,1914- s'eria1No.s33,9oe.

' While the drawings' represent the esseni tialestructural components and their operative relations to .eachotherythey are some# what inthe natureof diagrams, being repre-. sented as if the various ports and passages were all in the 'plane of section instead of 1n different planes as they would be made in esl the commercial constructions forthe sake of tion. l

Figure -1 shows the components of the car equipment, except the brake` cylinder and brake rigging. with the'several component. structures in' section and with the' parts in the position assumed in makingan emergencyv application; Fig. 2 is a sectional view of the triple valve with the parts in the position which will becalled normal release i whichl is also one of the positions in `which the tripleval-ve parts stand While the'tr'ain is running with the brakes not' applied; Fig. 3 is a similar section showing the parts in the position occupied in the initial move-A ment for making a service application and in which a local reduction in train pipe pres- "sure is made at said triple valve to accelerate the action of the brakes due tothe reduction in train pipe pressure made at the engineers' valve for applying the brakes in the ,usual-- manner; Fig. 4 is a similar .section/but showing the parts inthe position occupied in making,r a service'applicationwhile air is flowing from the auxiliary reservoir into the brake cylinder;v Fig. 5 Ais a similar view showing the parts in service lapp'osition,

assumed while the brakes are applied. but' "with the flow from the auxiliary reservoir,

to the brake cylinder cut o tol retain the l pressure in the brakecylinder untill further..

change inthe braking forcesdesiredf Ih' 6 is asimilar view showing the pa f 1nv the release 'position as when operate effect amoreprompt recharge' of the' aux iliary reservoirs than takes iplace with the parte in the normal release position shown,

in'Fig. 2; Fig. 7 shows the position'of the parts assumed after the auxiliary`v reservoirs have beenre'charged withthe parts' in the position shown in"Fijg.- 6thisalso being a normal running position in which thmrtsy stand while 'the brakes are' not appli .the various counications in the normal release position shown in Fig. 2; and-Fig. 8 isa seetional'view. of the emergency trainpipe. ventvalve in thelposi-A p tion assumedv at all times exceptwhen an 5' emergencyv application' is being madeand* vReferi; ing,-to' Fig. 1 the? components ifncludedin -thefcar equipment are theftiple 1ovalvei"connection with the train pipe 3,'byybranch 4; and the emergency vent `valve 5'connected with the train pipe'3 by branch' an'dalso with thel auxiliary reser- .voir7 by a pipe or connection 8 that will be described, the equipment `v` further 'including besides the auxiliary reservoir5 7 a' supplet mentary reservoir 49 connected by pipe 92 With the triple valve (2 'and controlled asl to its communication withjother components i 2O by said triple valve asy will be described.

The supplementary.v reservoir V9 maybe kof smaller capacity than-)the auxiliary reservoir 74 and itis normallyicharged-with the same pressureasthat `inthe auxiliary reservoir when fuilvcharged'gfsaid.pressure being retained inthe .supplementary reservoir while service .applications ofthe-.brakes -are.

' being made and beingv availablek for augmented brake cylinder pressure when an "$0 emergency application is made whether the ybrakes are already applied or not, and also 4being available'for augmenting auxiliary reservoir pressure at`the moment when the 'if l brakes are released and before the auxiliary reservoir has beenfully rechargedufrom the train pipe. ,7 q Referring to Fig.y 2,.thefnain structural components of the triple valve include the main slide valve 10 working on a valve seat 40 in themain chamber .'12 .of .the triple valvel body which is in constant free communication'; with the auxiliary reservoir 7 by the pipe or passage 1I as usual.v The I triple valve partsalso include the supplementary valvekli which operates on a seat on the mai'u slide valve 10 and is connected with the triple valve piston 15 by the stem 16 theredf which has projections 17, '18 for engaging the main valve' 10 and moving'the Vsame after a short independent movement of the piston andauxiliary valve 14 which shifts the latter relative to thexmain valveall as usual in this general class of apparatus. The vtriplev valve piston 15 is acted upon at one side (the ri ht .'hand side as shown vin th'drawin s) y the auxiliary reservoirv pressure in t e chamber 1 2, and. at

l the otherA side by train pipepressure admitted from the trainv pipe branch' 4 through 6 the port 40 into'the' chamber 41 at the left hand side of the triple valve piston 15. A supplementary train pipe chamber or reservoir 42 is provided, herein shown as formed or contained in the main body of the triple 5 valve', the purpose ofwhich wiil be here1n after explained. A yielding stop `19 loperl l' atea to arrest the movement of the triple v 'alveypiston and parts actuated thereby .when acted upon-by `a preponderance of auxiliary' freservo'iriv-tpressure, lover train pipe' the preponderance 'iscomparatively small as..

v .'CdiiO'IlSi"but-'yieldingl to permit.'affurther AA,nuivertienteof. lfthie said' v y piston to the' position'showninFig. -1 when Ain making-@Servaaalrp the "SaidV preponderance `is'large" as in the casefof an* emergencyk application offthe bralre'sf` A-'similar yielding'stop 2O arrests themovementofthe triple valve piston and y;

the parts actuated thereby, whenv acted upon by'a moderate .preponderance .of vtrain pipe pressure over .auxiliary reservoir pressure f but yields topermita further movement to .the positioir'shown in Fig. 6 when train 85' -pipeA pressure' vhas a greater preponderance over auxiliarypreservoir pressure.

The operative relations of the various portsl and communications controlled by the*l triple-valve under the various conditions of operation may be best understood by reference vto vthe. several .gures showing the different positions-assumed in the varying conditions ofl operation., l\lorm`allyvvhenA the train' is running and the brakes are' not ap- -`plied-theparts stand in the'position shown-95l in Fig.g2 'or that shown' in Fig. 7, the essential communications or `port connections being thesame 1n these two positlons, which yare the same except for a. slight variation 1n the position of the main valve 10 the reason for which will be readily understoodn after the explanation of thevarious conditions of operation.

Referring to Fig. 2, the parts are the position assumed Whenthe triple valve piston has been moved vby' a moderate preponl. derance of train pipe pressure over auxiliary rested-by the yielding stop 20. Under these conditions theauxiliary valve 14 is Aat the extreme limit of its' moi/(ement toward the right on its seat on the main valve 10 and said main valve 10 is engagedby the projection 17 of the triple valve piston stem 16 which has moved the main valveJ 10 to,

the position shown, on itsseat the triple valve body.' In this position, a port 21 'themain valve 10 communicates with a .pas-

from the tram pipe port sage 43- leading 40 to the main valve seat andthe sald port `reservoir pressure and has been ar- 21 which leadsyto the seat of the auxiliary h passages'` 43,

as 'long as the pressure thisv position of the main valve 1Y0 the cavity 22 therein connects the brake cylinder 'port 23 vvwith the exhaust port 24 as usual,'so that the pres` sure is exhausted from the brake cylinder to release the brakes. A port 144 from the supplementary train pipe chamber 42 to the valve seat communicates with theport 45in 'the main valve which is connected by the cavity '46 in the auxiliary valve 14,With the port- 47 of the main valve which now communicates with the port 48 in the valve seat leading to the exhaust port 24 so that the chamber 42 is in communication With the atmosphere and any pressure which mayhave been contained therein exhausted therefrom. Vl'vhen. the triple Avalve piston l5 is arrested' by the stop l2() as shown, the packing ring in the periphery of said pis-- ton closes the feed passage 30 (which under certain conditions as will be explained afterward, communicates from the train pipe to the auxiliary reservoir) and consequently in this position the only feed yto the auxiliary and supplementary reservoirs is through the passages 43, 21 so that they relcharge comparatively slowly although with sufiicient rapidity for ordinary conditions of use.

As will be understood ivhen the conditions for making service vapplications have lbeen set forth, the pressure in the supplementary reservoir 9 Was equal to normal train pipe pressure, and consequently ,greater than the n of train pipe pressure accelerates the reduc pressure in the auxiliary reservoir 7 at the moment when the parts were moved irom service to release position shoivn in Fig. 2 and consequently when ,the parts first come to the positionshown in Fig. 2 pressure will flow through passages 92. 91 and port 90 in the main valve 10 from the supplemem tarv reservoir 9 (see also Fig. l) into the auxil-iarv reservoir 7 and increase the pressure in the vlatter more rapidly than would lie the case if the sole replenishment were from the train pipe through the passages 43. 21.

In the position of the parts shown in Fig. 2 allother ports than those thus far described. are blanked or closed and consequently inactive and 'their functions and re, lations will be described in connection with therconditions of operation that call them into action. The application of the brakes is made in the usual manner by reducing,

train pip'e pressure, and for a service applii cation the train pipe pressure reduction is moderate in amount and as train pipe nressure falls the pressure 'from the auxiliary reservoir on the triple valve piston 15 preponderates and moves said piston toward the left. The first important eec't takes place when the parts are moved to the position shown' in Fig. 3 which movement ltakes plaeeundera slightpreponderance of auxeservoirpressure, `only to] move the triple valve piston'l and to move the auxiliary valve on the main valve, suoli movement beingi momentarily checked or A impeded when the projection 18 on the pisa. ton stem engages the main valvelQ and'en- 70 counters its resistance to movement along its seat.'1 The effect of this preliminary move` ment in response to train pipe pressure reduction is therefore tol shift the auxiliary l valve 14'on its seat on the main valve vvrithel out shifting the position of the main valve on its seat. In this shifting the`auxiliary valve 14 isfmoved from the position in which, its cavity 46 connects the main, valveports 45 and 47' (as in Fig. 2) to vthe position in which said cavity closes or blanks the port 4T but connects ithe port 45 with` the port 21 which latter is thus cut off from communi- 4cation with the'cliamber 12 and With the asV tion that is taking place at the engineers valve' and thus increases the preponderance of auxiliary reservoir pressureon the triple valve pist-on` of the same equipment. This acceleration ofj the train pipe .pressure reduction also affects the equipments fartherlo along in the train from the locomotiveffso.. that their action is more prompt in response to the reduction made by the engineer, and' liyfthe consecutive similar actions vin the several equipments `the brakes are applied y1.10

almostl simultaneously v throughout the length of the train. in a moderate service application. the same asis commonly done in an emergency application. 'Only a comparatively small reduction in vtrain pipe pressure is required to effect this quick serial action of Athe brakes andthe supplementary train ypipe chamber 42 may of such capac-l ity as to reduce the train pipe pressure only the requisite-amount to'insure the complete 120 movement of the triple valve to posi-I tion, so that as light air-application of the brakes can be made as where` they are conl ltrolled solely by v,the engineers valve.v The pressure 'in the supplementary` trainv pipe 125- chamber 42 may not fully equalize with that in the trainpipe during the time in -which the ports 43, 21,` 46, 45, and 44 remain in j communication, although obviously nq more traafpipe' einem be, vted into. the 'cham-z 11.6' y

Inpractice, ona short trainlessv air will be I discharged rintozfthe supplementary train pipe chamber 'than on .a longer train owing to themoreprompt responseo-f ythe main valve fon a shorter train than on the longer.A train, `and the consequent. shorter period kof communication through' passages 43, 21, 46, 45, andl. Thusthe amountof local venting is greater ona longer than on Ya shorter l trainfas ydesirablebecause vof the 'greater need lfor' accelerating the action on the longer4 .train. lAfter the-chambersfiQ-have been once l' -charged,'as.takes place in the preliminary move/ment of the auxiliary valve 14 relative tothe mainvalve, they have no' further ef` fect on tra-in pipepre'ssure so that the brakes are under full control of the engineer as tol f the degree offorce of application, the same f as where nQ- provision for quicky serialaction. v 2.5 is made,l The movement of the main valve 10' to the service position shown in'Fig 4 blanks-the; ports 43, 445 so tha-t'there is 'no y further communication between .the train` pipe and train "pipe chamber 42. after the main valve has been moved to service position in response to the reduction in train pipe pressure due to the venting at the engi- ,"neers valve and to the local ventinginto the chamber 42 -which takes place in response to the movement of the auxiliary valve 14 rela-1 tiveto the main v alve as has )ust been described. a v The'sudden although comparatively slight dropz in train pipe pressure due to thegexpansi'on or venting of train pipe air into the supplementary train pipe chamber. 42, takes place by the time that the projection'v '1 8. on

the stem of thetriple .valve piston engages A the main valve l0 and consequently gives suiiicient preponderance in auxiliary reservoir pressure to overcomekthe resistance of the main 'valve 110 so that it is promptly v moved to the service position shown in Fig. 4, although insuiiicient, tvh'en the engineers valve is eitherin service or in lap position to produce 'an emergency This .movement of the main valve t'o service position is arrested by the yielding stop 19, as lthe preponderance of auxiliary reservoir fpressure resulting fromf-thelocal venting of the train ipe, although'suliicient to mve the main va ve 10, is not suicient lto over'- come the4 said sto '19, andthe lpart'sare therefore arrested 1n the position shown in '60 'Fig'. 4. In this position the port 28 of the V vmain valve' which w's uicovered 'by the i auxiliary valve 14 in its'initial movement as shown in Fig. 3 is'brought'into communication with the brake cylinder port 23 so that air flows freely from-theauxiliary can be made byl theactionofthe local vent...

applic ation.vvv

reservoir into-the brake cylinder, this coni dition continuing juntil the auxiliary reservoir pressure falls slightlybelowtrain pipe pressure, the reduction of'which is' determined bythe engineer according to the 'amount of braking force desired. .When the auxiliary reservoir pressure falls lslightly below train pipe pressure the latter preponderates and moves the triple 'valve piston toward the right, shifting the auxiliary valve'lli tothe .position shown in' Fig. 5 whereit closes the port 28 commiinicating Withthe ,brake cylinder and thus prevents further flow of air vfrom the auxilla'ry 80 reservoir tothe brake cylinder until furvther reduction in trainpipe pressure -is lmade, when' theauxiliary valve 1 4: vWill again be .moved to the-position. sliewn in 'Fig Liand more' air willy be permitted to iow to the brake' .cylinder in the lusualy man-A ner, the engineer controlling this action as usual, andbeing able to increase the brake cylinder pressure vvas maximum pressure due to equalization ot' the Apressure in the rake cylinder and auxf'iliary reservoir-.is obtained.

The movement of the auxiliaiyfvalve from the-open position shown in 'Fig. 4 to the closed or lap position shovvn in Fig. 5 is arrested bythe projection 17 on thestem of the triplevalve piston engaging the main valve 10 vtherresista-nce of whlch is suicient to lovercome the. slight Vpreponderance of train pipel pressure that was suiiicient to move the auxiliary-valve andthusto .stop the flow-of air. from the' auxiliary reservoir and prevent further increase of preponderance in train pipe pressure as usual in apf'paratus of this kind.` l/Vhen the main valve 10 is in the service position shown in Figs.

' lland 5 the port 90',is out of communication with the port 9i leading to the supple.- lmentary reservoir 9, said port 91 beingr closed b v the main valve so that approximately the pressure which was in thel supplementary reservoir before the service application of thebrakes was made .is reisv desiredv until the llt:

tained therein` during the service application of the brakes. It isto be observed,

however, that -vvhen the apparatus is in running-position asd'shown '1n Fig. 2 and a service application is Ato be made the presl vsure in both the auxiliary reservoir and the supplementary reservoir 9 acts in opposition to train pipe pressure so that there is comparatively small reduction 1n pressure due ,to back/flow'through the passages 21',

4,3, into' the train" pipe-.before the triple l.

'ment vof the main-valve 10 from the'running position shown in' Figs. 2 and 3 to the service position' shown, Fig. 4.' `Theloss of.'

the main valve, furthermore, the port 29 pressure 'by back leakage during .the interval in which the train pipe pressure is fallingdsuiiiciently to cause the triple valve pls- 'y 'ton and auxiliary valve to be moved, is so small that thepr'essure in the supplementary. reservoir 9 remains almost vequal to that in the train pipe at the time when the `.reducti'on began to be made, and themcreased preponderance of the pressure from said reservoirs `which results from the venting of the train pipe into the chamber 42 is sullicientto cause fa. prompt movement of the main valve 10 so that no further vreduction of pressure in the supplementary resers voir takes place.jA vIn the service posltion of connecting with the port 28 communicates with the port 50 in the valve seat leading mined maximum'and lthereafter to open to Ato a safety or relief valve 51 which mayy `be set to retain pressure up to a predeterprevent the pressure from rising materially above the'said maximum, so .that a higher pressure than the maximum Yfor which the reliefp'valve' is set cannot be obtained in the brake cylinder in va service' application of the brakes. N i

With the'hereinfdescribed rovision for locally venting the trainpipe 1n service applications it is possible to make as light ap' plications as can be ,made when such local venting is not provided for, or even lighter,

because itis necessary for the .engineer to v reduce train `pipe pressure only enough to insure the movement of Nthe' triple valve pistonand auxiliary valvefthe movement. of

. V41which will result inthe further reduction 'of train pipe pressure'before the projectiontotal reductoncin train pipe pressure need be no greater than that which the engineer has to make -With the usual equipment in order to* insure that the movement of the triple valve to service vposition vvill take place. I VIn fact, the total reduction in train pipeV pressure need notbe quite so great,.

`with the fhereinrdescribed local venting ap- "pliance, in order toA insure equal certainty of 'movementrof the main valve,.because the sudden reduction' ydue'gto venting takes place while the triple valve vpiston is still a0 moving and before it encounters the addia 7 ga 3J).

tional resistance "of the main valve by en- -ement of the projection 17 therewith is therefore moreeective to insure the movement? of the main valve, than is the W cese when the-piston isrrested by the valve and Waits until the slowly increasing preponderance 1n pressure becomes suflicient to overcome the resistance thereof, as l is the case when the only reduction in train pipe lpressure isl that made by putting the engineers valve in service position. After a service application the brakes vare released in the usual manner by admitting pressure to the train pipe from the main reservoir under control of the engineers valve and if the rise in train pipe pressure is large and sudden as is the ca'se when the engineer ad- 4mits the air directly' fromthe ina-in -reservoir to the train pipe, or admits air v vhen the pressure is lovv in the train pipe as after a 'comparatively strong or vfull service application of 'the brakes, the preponderance' of,train pipe pressure will force the triple -valve piston to the right and will overcome the yielding stop 20 and force the triple valve piston against alseat at the end of the chamber 12 as shown in Fig. 6. In this position the auxiliary valve 14 is in the same position relative to the main valve `10 as inv the normal release operation represented in Fig. 2 but the main valve l0 is moved a little vfartherito thel right on itseseat in the movement of the triple. valve piston after itl overcomes the stop 20. This movement of the main'valve does not make any effective change in its relation to the ports in its seat controlledby it from that whichl exists inthe normal release position shown in Fig. 2, as thev port 21 'still remains in communicationwilth the port 43 so that air flows from the train `pipe into the auxiliary reservoir, andthe ports 45 and 47 still re` main in communication with the ports 44 and 48 respectively so that air vexhausts lthrough said ports andthe cavity 46 in the auxiliary valve from the supplementary train pipe chamber 42 to the atmosphere, andthe port 90 is in communication with the port 9l leading to the supplementary reservoir'9`so that the lpressures in the sup- Vplementaryand auxiliary reservoirs equalize and both are recharged from the train pipe.

Theonly effective. difference between the parts in the position shown in Fig. 6 and that shown in Fig. 2 is that in the position shown invFig. 6 the ring 30 in the periphery of the triple valve pistonl has passed the Iopeningoi the feed passage 31 sothat air may also flowthrough said passage' from the train pipe to the auxiliary reservoir which :is thus very promptly charged by vthe combined flow ythrough the said passage 31,and the passages 43, 21. As soon as the auxiliary and supplementary reservoirs are charged approximately to tram plpepressure the force llo of the yielding .stop 20 moves the ,triple Valve piston'towa'rd the left to the position shown in Fig. 2 and also in' Fig. 7 but in.

this ,movement the p rojction 18 will not reach main valve 10 whlch Winn-,main in ch'amberi60 communicating with v the train pipe through the passage 6-as shown in Fig.

the v position shownin Fig. 6-. The "slight movement of the auxiliary valve 1lion the mainvalve from the' position shown 1n Fig.

6 to that shown in Fig. 7 is not suflcienttol make any effective change intheport oo n- 'Ilections, which are thus the same as 1n 'F1g. The movement from. the Fig. 6 to the Fig. 7 position will however; cause the ring of the triple valve piston to close the feed passage 31 so that When the train pipe pressure.. is again red-u'cedpfor` another application of the brakes there will bel `no back flow from the auxiliary reservoir to the' train pipe through said feed passage 31. In

the release operationv the auxiliary reservoir .may thus be charged very promptly so that a second application of the brakes may-be madewith good effect almost immediately after the brakesjhave been released.

In order to make an emergency' applica-* tion of the brakes thetrain pipe pressure'l is `suddenly reduced the same as with the apparatus nowin general use, this reduction calling into .action local train pipe vent valveswhich augment the reduction of train pipe pressure and hasten its action throughout the length of the train in a manner now most generally used the train pipe Ivent. 3o

in ,emergency applications is`- structurally `40 entirely independent of the triple valve pis? vwell understood. In the apparatusl new valve for venting. the trainpipe in emergency applications is operated or controlled by the triple valve piston inlits'movement beyond the position atjwhich it 'is arrested by a yielding stop the/action of which rela tive to the triple valve 'piston'.issimilar'to that ofthestop 19 of the constrl'lction lherein shown. 1 In the presentl constructiomhowever, the train pipe vent valve fory operati-ng tori, and as herein shown is includedfin a jstructurally separate applianceshown at 5 lin Fig. 1 and shown in its normal or inac tiveposition 'in Fig. 8.' As vshownin Fig. 8 the said emergency venting device contains a 1, said chamber 60 having an outlet62A containing an outwardlyl opening check `valve 63 -and -being controlled by a valve '64 normally held seated by thel action ofthe spring 6 5 and by the train pipe 'pressure in the chamber 60. A istonworks in a short cylindrical cham er and is interposedA between the train pipe chamber 'and a pressure chamber 67 which is charged to train pipe pressure through a small feed passage 68 through or past the piston 66.

When the piston 66 is in normal position asshown in Fig. 8, the feed passage'68 is obstructed or' partiallyclosed "by the guide socket for the piston stem as shown in Fig. 8 so that the How-of trainfpipe air into the pressure ehamber67 for charging the same is comparatively slow. In moderate-reduc tions .of trainv pipe pressure such as are l madejjin` service y applications of the brakes,

, respon 1 thechamber A67 .inl preponderaliceand*causingit tolift vthe 'piston,66.

Suchmovexnenteofthe piston"l 66 will, hoW- ever, bear-rested'Whenthe'pins 69 encounter .-theffangewri'projection 760il the valve 64 andi-in this'positin the openingof feed lpassage 68 through the piston 66` 1s Awitha drawn fromthe gui'depassage leaving said A -feed passagei :omparatively free so that pressure from the chamber 67 will flow back.

intov the train pipe without producing suiiicient preponderance offpressure on' the piston 66 to unseat the valve if' Incase, however, `of a suddenlarge dro `n'traingpipe pressure suchas isefected yfthe'vengineerV to produce an emergency application of the brakesthe pressure in the'chamber 67 will be left s'uciently in preponderance to cause f l -'the piston 66 to unseat the valve 64 as Qshovvn in Fig. 1 and thuspermittrain pipe air to escape throughl the vpassage r62 past the check valve 63, thus affording a, large gov).

' local ventfrfom the train pipe" and 'thereby l hastening the action of the train pipe-reduc'- n tion on the other equipments asis `Well 'understood;

gencyapplication.. The efectof thesudden large l thus` takes place in an emergency-*applica- 1 tion, o n the triple'valve is to cause the auxiliarl reservoir pressure to preponderate su ciently to `overcometliel yielding4 105 I stop19 and causethe triple Ifvalvepiston to make its 1 full traverse to the `left as rshown y1n `Fig.``l. In. the position .of the main valve .'10 thusprfoduced the port 28l will still be in communication with the brake "c lin'ler port 23 the-.saine as' in the-position s own in Figs. 4 and 5, but the port 91` fromthe supplementary reservoir 9 willbe'pnf Vcovered andthe valve '51 will be closed so that thepressure [1n the brake cylinder may be increased port 50 leading to the reliefl above the maximum obtainable ina .service I f ap lication. v.

` t willvbeunderstood that ythe movement 'I of the triple valTve parts to the emergency position shown 1n F1g. .1 may'take place at any time w etherthe triple valve isfinof;

lng position,` or in the servicel Figs. 4 and 5,

mal y'or ru application position shown in with the effect that ithe relief passage- 50 from the brake cylinder .will

the brake cylinder pressure will -be augbe closed, andi i .mented by pressure from the-supplementary reservoir 9. rll`he venting fof the train pipe through the valve 64 takes place very rap- -1'3' if .idly and the pressure` in the chamber 67 falls 4rapidly 'and when approximately down to -that in the train pipe the valve 64: is closed by thefaction of its'spring 65,I When air isl again introduced into the train pipe to re.-

`lease the brakes it will force the piston 66v down and will cause the chamber 67 to'be recharged through the rrfeed 'passage 68 as 4.has been before explained. To avoid chargthe chamber 67 substantially above normal trainV pipe pressure asmight perhaps take place by reason of'the high pressure introduced `tothe trai'n`pipe in the release operation,the communication '8 to the auxiliary reservoir 7 through the check valve 7 2,

permits air to pass from the chamber 67 into the Aauxiliary reservoir 7 in case the,A pressure '1n the former' is higher than that 111nthel latter and' thus danger of over# train pipe pressure falls to normal in the furtherfcharging ofthe auxiliary 'reservoir r charging the chamber 67 is avoided.l Except for this provision a sufiicien-t pressure f might perhaps be introduced into the chamber 67 to voperate the vent valve when theattendant uponthe operation vof releasing the-braks The checkvalve 72, however, prevents pressure from the' auxiliary resv tary reservoir 9 is-inactive under all condi .'ervoir 7 entering the chamber v67 t`o affect the KAope'rationor control of thevent valve 64.

It will be' recognlzed/that'the supplementions describedexcept in an emergency application, in which vit augments the brake c linder pressure; andl invr theA releasev vopera- Ik tion in which -it initially hastens the l-recharging ofthe auxiliary reservoiryandexcept fdr the performance of these functions l the said supplementaryreservoir might be omittedwlnle all the other functions ofthe rpparatus would .beretained. By vhaving -indepen ently o f the trip l 'f operation-'ofthe apparatusnwill not 'be 1me emer ency 'venting appliance'controlled paired by a defective ltri-ple valve. 0n the other hand', if the emergency venting appliance should vlie-defective 'it could bev cutout' of operation Awithout Faffecting thev Aaction of the triple valve and the remainderof thejequi "mentpertain'ing to the same car v yand. wit 'out' appreciably affectingthe ac v tion of the brakes throughout the train even f iwan' emergency application, as -the-vents in the'remaim'ng equi` mentsl would be' suilicienttq bring ontl e characteristic emer' gency application. `Furthermore, a single emergency venting appliance may bef used i L with heavy passenger cars.

equipment of theiherein 1 struction will.l operateproperl .g

cn each carequipment whether such equip- -ment comprises only lone ltriple valve and'` appurtenances or `two sucli equipments rare on each car, as ls-sometimes'the -case described amn infconnectionwithother equipments of y, esame cone valve piston, the

structionor with any standard equipment of the .constructions now general-ly in use y It sometimes happens that through some defect ory lackof carea triple valve'A may stick and fail to move in the service operation until'the train pipe pressure has fallenseveral be suiiicientjormove-the `triple valve piston throughout its entire stroke'overcoming the yielding stop 19 when the main valve finally breaks away. When .the local train pipe vent is controlled by the triple valve piston as is commonly the 'case in the apparatus heretofore .used `such movement of any one of the triple valve pistons would effect the Y opening of 'the correspondin local train pipe valve which would'be likely to bring on an emergency application throughout the length of thetrain .when only-a moderate service application was intended. With the .pounds below .the auxiliary reservoir pres-t sure' the preponderance of `Which Willthen construction herein shown, however, it lWill v be seen that such defective operation of' che l of the triple valves would produce no effect further` than to momentarily place the auxiliary reservoirl Zand the supplementary reservoir 9'incommunication with. the brake cylinder butV such communication Wouldbel cut *oi as soon as the pressure in said reseriv'oirs had fallen to train'pipe pressure, with theresult that only'a somewhat greater pressure would be produced in the brake cylinderof that'equipment than on the other @cars of thetrain. There is muchless likeli-` hood of such defective action of one of the rolo:

vnt Valves o of the `construction herein shown, as there are no slide valves to be moved by the piston 66 and there islbut little likelihood of the pressure in the cham-f ber 67 being greatly inexcess cf train pipe pressure'except when the latter isfdropped,V

very suddenly andv largely as by the movement. of vthe engineers valve to emergencyl position,n or by the breaking apart'oi the train and the'v train pipe, whichV are the conditions that are'to effect an emergency application of' the brakes in accordance withof., operation of 'the'.ap-

pipe chamber, and orts in 'the malnand auxlliary valves of t e triple valve whereby, .saidchamber Ais placed 1n communication 7.115 1.- The combination of the train pie, auX

with `the atmosphere innormalo'i: running.' i

position of @he/triple" valve,' and 'whereby Y y communication with the atmosphere'A is cut ofi'` and said chambery is placed in 'communi- Ication -with the train lpipe by the preliminary movement ofthe auxiliary valve rela.

tive tov the main valveA in malnng a service application of the brakes.

2. The', combination of the am?, lla()I .iliary reservoir,'and triple'yalve of anair brake apparatus,v With a yielding stop for the tripleyalv'e.piston'engaged in its f Inovement /produced :byl preponderance Aof train pipe pressure over auxiliary reservoirvpres- -v sure; and a feed passage past the' periphery ofthe triple valve piston located to beclosed by the piston Whenarrested by said' yielding stop and tov-bel opened thereby when the piston is moved'againstthe resistance ofsaid yielding stop, and a communication from. the train pipe to the auxiliar reservoir v controlledfby 'the main valve o Fthe triple..

l yielding stop.

valve and being open in the position of said main valve assumed when the piston is arrested by the yielding stop and also when thepiston has vbeen moved to overcome vthe JAS. A. HICKS, M. WOMACK.4 

